Nexus Planning Liaison Policy · Version 3 Published January 2019 P a g e | 4 Nexus provides advice...

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Nexus Planning Liaison Policy

January 2019

Version 3 Published January 2019 P a g e | 2

Introduction

Sustainable travel plays a vital role in reducing pollution and congestion in the region

and can also promote social inclusion and improve air quality, health and quality of

life. Good transport links also increase the attractiveness of new developments by

providing more travel choices for prospective purchasers.

If developments are to be successful in the long term, then they must promote

sustainable travel. Sustainable travel should be encouraged through the availability of

frequent public transport services and through the means of accessing these services

including the provision of well-lit footpaths.

Altering people’s travel behaviour continues to be a key issue when creating

developments, and sustainable travel should be considered from the early stages of

the planning process as this is an expectation of Nexus and Local Planning

Authorities.

Nexus is aware that in order to encourage sustainable development it needs to work

with planning authorities, developers and transport providers. Through closer working

both prior to and during the application process, Nexus will be able to ensure that

sustainable travel is considered from the very beginning, enhancing the likelihood that

developments will cater for sustainable travel, be approved, and that as a result, the

region’s economy will grow and prosper.

This policy seeks to increase developers’ awareness of the social, economic and

environmental benefits of sustainable travel, and gives an overview of those

developments which could potentially have an impact on the region’s public transport

network. The document also aims to ensure that developers understand what the role

of Nexus is in the planning process and the ways in which it can help to achieve

successful outcomes for all concerned.

The purpose of this policy is to:

Detail Nexus’ approach when consulted on planning applications

Support developers in designing and developing a sustainable site

Highlight the public transport interventions and incentives that are available

(and may be conditioned through the planning process)

Highlight how Nexus supports developers from pre-application though to

planning approval.


What is Nexus?

Nexus is the Passenger Transport Executive (PTE) for Tyne and Wear. It administers

funds on behalf of the NECA which works in partnership with the five local councils in

Tyne and Wear and the neighbouring authorities of Northumberland County Council

and Durham County Council to integrate all modes of transport within the region.

Nexus’ mission statement is ‘supporting the economy and the environment through

better public transport services’.

Nexus plans, provides and promotes public transport to improve the economic

prosperity of Tyne and Wear, and the daily lives of its people. It also looks to the

future, creating travel networks people will want to use in decades to come. Nexus’

aim is to improve quality of life for everyone in Tyne and Wear, by creating better

transport networks.

Nexus owns, manages and

operates the Metro, the light rail

network in Tyne and Wear. The

Metro network connects the

region’s residents with Newcastle

International Airport, the national

rail network and the city centres of

Newcastle and Sunderland. Nexus

also owns and operates the

Shields Ferry and provides socially

necessary bus services through

contracts with operators.

The NECA has worked alongside the five district councils of Tyne and Wear, Durham

and Northumberland to produce a Transport Manifesto for the region. The manifesto

vision complements the achievement of planning policies in Tyne and Wear by

helping to deliver sustainable development. The vision is that the region will have good transport that enables economic growth and sustains jobs and communities. A

new Transport Plan, setting-out the longer-term vision for the NECA area, is currently

in preparation and the Transport Manifesto sets out in broad terms what the key

themes of the Plan will be.

The region’s strategic networks will support the efficient movement of people and

goods within and beyond Tyne and Wear, and a comprehensive network of

pedestrian, cycle and passenger transport links will ensure that everyone has access to

employment, training, community services and facilities. Developers should strive to

ensure that all developments are well integrated with the local public transport

network.


Nexus provides advice on the public transport implications and opportunities of

planning applications received via local planning authorities, and is always willing to

discuss concepts with developers at the pre-application stage. We base the advice we

provide on Government guidance, the NECA responsibilities and our in-depth

knowledge of the local area and are keen to liaise with and learn from developers so

that we can work together to deliver sustainable outcomes.

Nexus also reviews all relevant planning applications it receives to assess the

accessibility of each site. The impact on the transport network, and that the needs of

existing and new public transport users are taken into account before making our

recommendations to the Case Officer on any necessary planning obligations.


Sustainable design

Nexus is fully committed to working with local planning authorities in Tyne and Wear

in order to improve and encourage sustainable travel to/from new developments.

Effective design of developments can aid in achieving this.

Planning and Design

When planning and designing a development, developers should take cognisance of

the following:

Accessibility of new development: All significant new developments should be

easily accessed by sustainable modes of travel, including public transport,

cycling and walking.

Location of new development: In order to reduce levels of car use and parking

associated with development, sites should be located where possible within

close proximity of town centres or on public transport corridors.

Type of development: Wherever possible, sites which are very accessible by

public transport should be reserved for developments which are likely to

generate a large number of journeys. In order to reduce journey length and car

travel, higher density combined with mixed use should be encouraged.

Impact on public transport network: New developments should not have an

adverse impact on existing or future public transport provision or infrastructure

in the region.

Promotion of sustainable travel: Significant developments should promote

sustainable travel and be accompanied by a travel plan. Once the

development is complete, progress towards achieving the objectives of the

travel plan should be monitored.

Design and layout: The design and layout of a development should maximise

opportunities for sustainable travel, with sustainable modes of transport being

given priority over the car.


Accessibility Standards

In order to ensure accessibility for all it is vital that new developments are well served

by public transport. Nexus considers that new dwellings should be within 400 metres

walking distance of a bus stop or 800 metres of a Metro station. The 2018 document

‘Buses in Urban Developments’ published by the CIHT suggests that a 300 metres

notional catchment from bus stops will result in maximum walking distances of up to

around 400 metres. (these standards are regarded as best practice following their

inclusion in Institution of Highways and Transportation guidelines). This is also the

threshold contained within the Bus Strategy for Tyne and Wear that has been adopted

by the NECA.

It is also important that these bus stops receive a regular bus service providing access

to local centres and major employment and interchange locations. Residents of new

developments should be able to access a variety of key services, including doctors’

surgeries and local shops, within 30 minutes, door to door, using public transport.

Where existing service provision is not sufficiently adequate for the development being

proposed, minimum service standards must apply. Nexus will therefore seek to ensure

that developments are served by existing or new bus or Metro services at a frequency

commensurate with the scale, nature and location of the development proposed. As a

guide, bus services will need to be provided throughout the day and week with a

minimum 30-minute frequency between the hours of 6.30am and 6.30pm, Monday

to Saturday. Outside of these times, developers are expected to include proposals that

are proportionate to the size and nature of the development.


These proposals will be reviewed on a case by case basis. Where these proposals

involve using existing bus services, Nexus will consider what impact the development

will have on existing service, specifically:

Whether larger vehicles will be required to accommodate the expected increase

in demand resulting from the proposed development,

Whether an enhanced frequency will be required to accommodate the

expected increase in demand resulting from the proposed development,

The road network in new developments should be easily accessed by buses, where

appropriate, and if traffic calming measures are used on roads, these must not result

in the road becoming inaccessible to buses.

Designing improved accessibility

Nexus understands that in some instances, applications will be received that are in

relatively inaccessible sites. Where these result in the 400 metre threshold being

exceeded, it is expected that developers will submit recommendations for

improvements and enhancements to the public transport network, as well as propose

a site design to accommodate public transport services wherever this is feasible. It

should not be assumed that the public transport network will automatically respond to

cater for a new development, or that services will be commercially viable from the

outset.

Nexus suggests a number of potential solutions that may be sought through the

planning process and should be considered by developers when improving the

accessibility of the site.

Site Layout

People’s travel choices can be influenced by how easy it is to access public transport,

therefore to encourage greater use:

Access to public transport should be provided adjacent to entrances to

developments

Safe walking routes should be created that are attractive and accessible to

provide direct links to transport routes

To be attractive to new residents and other bus users, bus routes within residential

estates should not ‘loop’ the estate unless it is unavoidable, with entry and exit to/from

the estate at different points wherever possible.

Roads should also be designed to be wide enough to allow two buses to pass and

where bus routes are planned, parking restrictions should be in place if required, to

prevent roads from becoming impassable to buses. Where roads are planned to

accommodate bus routes, the road should be designed to be at least 7 metres wide.


Where development sites adjoin each other or the site is divided between developers

they should and will be treated as a single site for assessing public transport needs

and accessibility.

Installation of bus-only ‘gates’ are strongly encouraged to improve bus accessibility

between different phases of the development as well as accessibility to/from the

estate.

Where new routes are to be provided through the development these need to be

included at an early stage to ensure public transport is available as the site becomes

occupied. For residential developments Nexus would normally define an early stage to

be the occupation of the 50th

dwelling. For non-residential developments Nexus will

advise developers on what it considers a suitable threshold on a case by case basis.

This will require infrastructure, such as through roads and bus stops, to be provided at

an early stage to allow for services to operate as the development progresses and

dwellings begin to be occupied.

Where required, new bus stops must be accessible with raised kerbs and shelters,

which meet Nexus specification, erected in most cases except at stops mostly used by

alighting users only.

Bus Services

If the proposed development does not benefit from a nearby service, or if the service

is inadequate for the size of the development and the expected demand that the

development will generate, a number of possible solutions should be considered to

address this.

Service Enhancement – In some instances where a proposed development may fall

within 400 metres of existing public transport services but the frequency, hours of

operation or capacity are not sufficient, then enhancements to the service to improve

frequency, extend the hours of operation and increase capacity should be planned for

by the developer. Nexus will be willing to advise if appropriate, although if existing


bus services in the area are operated commercially then developers should also

discuss potential service enhancements directly with the relevant operator(s).

Service Diversion/Extension – When a development is wholly or partly outside of 400

metres walking distance of a regular bus service, it may be possible to divert or extend

an existing bus service to serve the site as this may prove to be the most cost effective

solution. Service diversions or extensions should only be proposed with the full

cooperation of the bus operator or if the service is operated under contract to Nexus,

with Nexus’s cooperation.

The diversion of an existing service can only be proposed if it will have no detrimental

impact to the accessibility of the area where the service has been diverted from.

New Service – Where service

diversion is not possible or

would not deliver the required

level of accessibility, the

developer should work with

Nexus to create a bespoke

service that best meets the needs

of the development. Nexus

would be able to develop plans

for a proposed service including

routes and timetables based on

the developer’s trip forecasts,

and to provide indicative costs

for the initial years of operation, prior to normally achieving commercial sustainability.

Again if the local service network is operated on mainly commercial basis, then the

first port of call should normally be the bus operator.

‘Neighbour’ Applications

Where a proposed development may affect public transport infrastructure, Nexus must

be consulted to ensure that there will be no impact on the operation of transport

services.

Development can have a significant impact on the region’s public transport network,

and the following table highlights developments which could affect the operation of

public transport in Tyne and Wear. In these situations, Nexus should be consulted at

the earliest opportunity. Where engineering advice is required, Nexus may charge for

this service.

The following table includes some circumstances which may affect the network;

however, this list is not exhaustive.


Public transport network Circumstances which may affect the network

Metro System Development adjacent to a Metro line

Development adjacent to a Metro station

Development which will involve the planting of vegetation

within close proximity of the Metro line

Development adjacent to a Metro level crossing

Development next to Metro ‘park and ride’ sites

Development where there may be over-sailing of the Metro

line (cranes etc.)

Development which involves vehicles being parked

adjacent to the Metro line

Development on Metro land - Work to bridges

beneath/over the Metro line; work above or near tunnels

on the Metro network [see also Appendix 1]

Development which may affect any public access to Metro

services or infrastructure

Development which may affect any public transport

services feeding in to the Metro system

Bus Network Development adjacent to a bus station/ interchange

Development which involves the relocation/alteration of a

bus stop/shelter

Development which may alter the speed or flow of traffic

along a public highway used by buses

Development which will affect any public access to bus

services or bus infrastructure

Development which requires the introduction of a new bus

service

Development which requires the alteration of an existing

bus service

Shields Ferry Service Development within close proximity to the ferry landings

Development affecting roads used by buses serving the

ferry landings

Development which may affect any public access to ferry

services or infrastructure

Development which may affect any public transport

services feeding on to the ferry service

Rail Network (developer

should consult Network

Rail)*

Development adjacent to a rail station

Development adjacent to a station car park

Development within a rail station

Development adjacent to the railway line


* The tracks and stations used by Metro between Pelaw and South Hylton are owned

by Network Rail, not Nexus. Therefore, if a development which is within close

proximity of this section of Metro line is proposed, Network Rail must be consulted

instead of Nexus, except in the vicinity of Metro stations, where both Network Rail and

Nexus should be consulted.

Developer contributions

If improvements to the public transport network are required, these should be funded

by the developer.

Where new bus services, diversions, extensions or enhancements are proposed, the

service level provided should be commensurate with the scale, nature and location of

development once built out, and pump-primed for a period of at least five years, or

two years following final completion of the site (whichever is greater) or until they

become commercially sustainable (if this happens sooner), to ensure that public

transport use is encouraged from the early stages of occupation. Appropriate

thresholds and trigger points for the scale and timing of contributions will be

considered on an individual basis.

Where new bus stops are required, these must be paid for by the developer and be to

the Nexus standard. The developer will also be required to contribute towards the on-

going upkeep of any new shelter to be managed by Nexus for a period of five years.

For larger residential developments of 50 or more dwellings, Nexus will request via

the local planning authority that the applicants meet the costs of two introductory

tickets per dwelling to the equivalent of four week’s travel per ticket. These tickets


should be offered to residents as part of the Welcome Pack with the onus on residents

to apply for these through the necessary process. What form the tickets take and the

process of providing it to residents can be agreed with Nexus as part of the discharge

of conditions process. The reason for the change in the policy regarding the provision

of introductory tickets is to simplify the process for developers, for Nexus and for

residents. This is because what is considered the most appropriate ticket at the time

the application is submitted may have been superseded or may no longer exist at the

time various phases of a development are ready for occupation.

At the time this policy was published, the tickets required are two Pop Pay As You Go

cards per dwelling with £50 of credit preloaded onto each of them; these to be

provided by the developer to new residents subject to residents applying for the cards.

The process of applying for the cards must be promoted as part of the homebuyer’s

welcome pack. This is to encourage a greater take-up of public transport from the

outset.

For commercial and industrial developments, where the development will be the place

of work for 50 or more Full Time Equivalent posts, a work place travel plan should be

produced. Similar to the introductory tickets for residential development, Nexus

requires that the developer fund one ticket per employee. This ticket must be the

equivalent of four week’s travel with the specific ticket to be provided subject to

agreement by Nexus as part of the discharge of conditions.

At the time this policy was published, Nexus requires that as part of the work place

travel plan, the applicant meets the cost of one Pop Pay As You Go card per

employee with £50 of credit preloaded onto it with.

Nexus reserves the right to change the amount of credit on the card in line with the

“mean fares calculation”.

Where the public transport network is a neighbour to a proposed development, Nexus

may require the developer to undertake measures to mitigate any potential impact on

the network. This may include additional protection to prevent the incursion of vehicles

on the Metro line, restrictions on the type and location of trees and other vegetation

planted near the Metro line or submitting method statements and risk assessments. All

of these measures must be approved by Nexus Rail Engineers with engineering

drawings submitted where required.

Pre-application discussions

Nexus positively welcomes pre-application discussions and is willing to meet with

developers and local authorities to discuss the public transport requirements of new

developments. The earlier this can take place in the planning process the better, so

that the needs of all sides can be taken into account and developments planned from

the outset with appropriate standards of public transport accessibility and permeability

wherever these can be achieved.


Transport Assessments

Transport assessments linked to planning applications should be produced at an early

stage as they provide estimates for trip generation and public transport accessibility

including auto-tracking and swept path analysis where appropriate. The assessments

also consider what impact the development will have on the existing road network

and should aim to discourage single-occupancy car use. Nexus recommends that

transport assessments are carried out prior to submission of a planning application.

Transport Statements

The main purpose of transport statements is to highlight any transport issues relating

to a proposed development. The transport statement should be produced at the

beginning of the planning process. Nexus is willing to work alongside developers to

highlight any public transport issues associated with proposed developments.

Travel Plans

It is recommended that travel plans are produced at the pre-application stage and

submitted alongside planning applications which may have an impact on transport

and travel. Travel plans help to deliver sustainable travel objectives and outline

methods of encouraging travel by environmentally-friendly modes. When producing a

travel plan, it is important that the impact the development may have on existing and

future public networks is taken into account. Travel plans should be specific to the

developments they support. If a travel plan is to be effective, then it is vital that a travel

plan co-ordinator is appointed. The travel plan co-ordinator is responsible for

ensuring that the targets in the travel plan are met.

Information Required

Nexus is keen to comment and provide advice and guidance on development

proposals in Tyne and Wear which may have an impact on the region’s public

transport network. In order to enable us to comment fully we require the following

information:

Deadline for responding to proposals, case officer’s name and contact details,

planning application reference

A copy of the planning application form or website link

A copy of the location plan

A copy of the site layout/ ground floor plan

A copy of the Transport Assessment/ Travel Plan/ Planning Statement/ Design

and Access Statement


In order to ensure a prompt response, this information should be sent to us via email.

Our email address is [email protected]

Appendix 1: Tunnels

The alignments of the Metro railway tunnels below Newcastle and Gateshead are not

immediately obvious from the surface, and do not appear on Ordnance Survey maps.

Nexus require Planning Authorities and developers to ensure that they have taken

tunnels into account when planning new developments in their vicinity. This issue is

also important for alterations to existing sites which do not require planning

permission, such as foundation strengthening works, major structural refurbishments

etc.

Below are maps showing indicative tunnel alignments. It must be noted that these are

twin tunnels, which may be separated from each other by up to 25 metres, and hence

a ‘corridor’ approach must be used. In addition, the positions of the underground

stations (not shown) and other infrastructure such as ventilation shafts must be taken

into account.

As a general rule, construction directly above the tunnels will not be permitted, and

construction activities (e.g. piling, drilling, or excavation) must not encroach within 6

metres of the outer edge of any tunnel or underground station. This separation

distance may increase depending on proposed construction method and location;

furthermore, construction activities at greater distances may still adversely affect the

tunnels due to vibration.

If a development may fall within the tunnel corridors, Planning Authorities and

developers/architects must contact Nexus for advice as soon as possible. Nexus will

mailto:[email protected]


provide more detailed information on tunnel alignments and underground station

positioning on request, together with advice about the need for vibration monitoring

and dilapidation surveys. It is important to note that the onus is on developers to

demonstrate that they will not adversely impact Nexus’ tunnels.

Please note that significant tunnels also exist at North Shields, Byker and Tyne Dock

for which Nexus has the same requirements as those indicated above.

In Sunderland city centre Network Rail must be consulted in addition to Nexus.


Key

Sub Surface Tunnels

Above Ground

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